Turn-out switch



- l, 1931. 'A RII/LQNG 1,834,464

TURN-OUT SWITCH Filed Jan. 18, 1950 2 sheets-sheet i ll IIIIIIVZ I INVENTOR.

M Ami'STEEaRLDr ATTORNEYS.

Dec. l, 1931. A. R. LONG. 1,834,464

TURNOUT SWITCH Filed Jan. 18, 1930 2 Sheets-Sheet 2 INVENTOR.

1 \LK ATTORNEYS.

mists acl R. Lcnlgi all Patented Dec. 1, 1931 Tenn-our swrron v Application filed January s, 1930. Serial No. 421,771,

This invention relates: to improvements in t'rack turn-outs.

"The primary object of this invention is the provision of an improved jump-over turn-out for track systems, particularly vwell adapted to beused on the trackways inminesand the like, and embodying an improved reversible frog which may be applied with facility to the main track rail without the necessity of disrupting trafiic over the main way.

A further object of this invention is the provision of an improved turn-out for branch tracks, sidings, spur tracks," or cross-over tracks, particularly well adapted to be used in provision of an improved type of split switch. 7

Other objects and advantages of this invention will be apparent during the course of the following detailed description.

In the accompanying drawings, forming a part of this specification, and whereinsimi-lar reference characters designate, corresponding parts throughout the" several views Figure l is a perspective view of the improved turn-out construction, showing its association, in an operative relation,with a main track. v I f 1 b Figure 2' is a plan view of a special'tie and anchor clip arrangemc snt, adapted to be used for anchoring the tracks of the main trackway and turn-out, and which may be used reversibly to permit of application 'o'fxthe turn-out to one side or the other of the main track. 7 v Figure 8 1s a sectional view taken substantially on the line 3-3 of Figure 2, showing" in section the mode of application of the rails of the main track and turn-out. v

Figure 4 is a tragmentary side elevation showing the cooperative relation of a switch rail and an ordinary railsectionof theturnmast-4 P T i AREQISTEAD- n; mm, on soAnBRo, .wnsr VIRGINIA out associated upon theit-ie structure of F igures 2 and 3. 1

Figure 5- is a fragmentary plan view of the improved frog as associated with a main track rail: 7

Figure 61s a perspective view of the improved frog, showing the anchor wedge detached therefrom; 4

I Figure 7 is a sectional'view taken substantially on the line 7'7 of Figuret. Figure 8 is a sectional view taken substantially on the line 8-8 of Figure 7, andshoiw i-ng more particularly the association of the wedgeupon the; frog.

Figure 9- isa perspectiveview provedswitch guard rail. Y

4 Figure 10' is'a sectional view taken transversely of the guard railof Figure 9', show. ing its application upon a track'r'ail.

In the drawings, whereinfor thepurpose;

of animofillustration is'shown only'a preferred .4 embodiment of theinvention, the letter A A may generallydesignateafmain track structure, of any approved nature, with the rails B and-C of which a turn-out structural) may be'associated; The turn-out structure B may include a reversible frog E, adapted tobe used with either the'rail B or C of the main track A,

in a desired relation, without cutting the rails of the main track. In association therewith an improved guard rail device F may be employed upon a rail Got the turn-outstructureJ'An outer side" rail 'Hm-a'y cooperate with the frog E, and'betwee'n the rails of the main track :a; stationary rail section K may be provided, which is'used in different positions with the reversible frog E to locate the turn-out to one side'or the other of the main trackway Movable inner and outer'switch railisections Land Mare operativel'y associated with the rails Gand- 5 operating by a switch throw P.

as-part of the turn-out structureD, and

- Referring to the frog E, the same-may be 7 made of a single piece, with all parts integral, as shown in the drawings,-or may" cone sistofa' base plate 15 upon which-the other ice parts are welded, riveted, or otherwise rigidly mounted. The plate 15, which may be termed a base, includes a central portion 16 whereon the main rail B or C, as the case may be, rests with the portion 16 beneath the base flange of the main track rail. At the inside of the main rail the base 16 is provided with a rigid wing structure 17, comprising a portion 18 adapted to parallel the main rail, and including inner side points or wings 16 and 17 at opposite ends thereof, arranged in acute angled relation with respect to the line of the main rail when applied thereto. The side. points or wings 1b and 17 are adapted to cooperate with the usual closure rail K which lies between the rails B and C of the main track "A, and to this end the frog E is reversible, the is, it may be applied to either the rail B or the rail C. 1n parallelism with the portion 18 of the wing structure of the frog, the base 16 at the opposite side of the channelway whereon the main rail is received, is provided with an upstanding retaining flange portion 21, which at opposite ends thereof is provided with outer side points 22 and 23 adapted to be selectively and operatively associated with the rail H of the turn-out, dependent upon the position of the frog with respect to the main track rails B and C. Between the portions 18 and 21 of the frog, is a channel; groove wherein the main rail is received, and at the section 18 there is disposed a retaining flange 25 projecting into the channel of the frog adapted to overlie the inner base flange of the main track rail B or C, as shown in Figure 5. At the opposite side the main track which is thus received within the channel of the frog E receives a wedging member 27 thereagainst, the wedging member 27 comprising a reduced portion 28 longitudinally thereof, adapted to fit against the web between the ball and base flanges of the outer side of the main rail which receives the frog. The wedge 27 is preferably tapered from end to end, and the channel way between the portions 18 and 21 is tapered in a restricted relation from the one end of the frog towards the toe end thereof, as can plainly be seen in Figure 5. This permits the wedge 27 to be driven into the restricted channel of the frog to clamp the frog securely in position upon the main track rail B or C, as the case may be. In order to hold its place, the wedge is preferably provided with corrugations 80 upon the lower surface thereof, adapted to be selectively intermeshed with a series of corrugations 31 provided on the top surface of the plate or base 16 of the frog at the larger end of the track receiving channel thereof, as shown in Figures 6 and 8 of the drawings. Due to the fact that the portion 28 of the wedge 27 rests snugly between the ball and base flange portions of the main track rail,

there will be no liability of upward move ment of the wedge member, which will, in fact, be held down so that the corrugations 30 and 31 will intermesh to maintain the wedging position of the member 27 in the channel of the frog, as will be apparent.

The relation in size and height of the wings or points of the frog in relation to the track of the main rail are shown in Figure 7 of the drawings, wherein it is shown that the top surface of the head of the wing structure 17 of the frog is elevated considerably above the top surface of the rail C of the main track to which the frog is applied; The'top surfaces of the wedge 27 and the retaining flange 21 of the frog may be flush, and it is to be noted that the ball portions of the frog wings 22 and 23 are elevated above the top of the ball of the main rail C, to which the frog is applied, about in the same relation as the wing structure 17. The ends of the outer side points or wings 22 and 23, facing the channel groove or throat of the frog wherein the main rail is received, are inclined at 40, to permit the facile riding of the wheel of the car track thereon. It is necessary to place the wings or points of the frog structure at such elevation above the rail of the main track to which the frog is applied, for the reason that the jump-over frog E is to be applied to the rails of the main track without cutting the latter. They perform the switching operation by elevating the wheels so that the wheel flanges wi lll ride over the top of the main track rai s.

In the main track A the rails B and C are of course supported upon the usual ties 50, 1n any way. The closure rail section K between the rails of the main track has a cross section substantially the same as the inner side or point 16 or 17* of the frog, and it is fixedly secured at 52 upon a special tie 53 near the frog E, and is also secured to the wing or point 16 or 17 as the case may be, by a fish plate 54:, shown in F igure 1. It extends diagonally between the rails B and C, and at its end opposite to the frog E, itis secured to a special tie 55, detailed in Figures 2 and 3 of the drawings, by means of an overlapping pivot clamp 56 which forces it'against a retaining block-57 at the opposite side of the base flange of the rail K, as shown in full and dot and dash lines in Figure 2. The special tie structure 55 is adapted for reversible positioning to permit the'turnout structure to be applied in a turn-out relation at either side of the main track A. To this end it is intended to form a support for the main rails B and O in relation to the rails of the turn-out. Therefore, the spacing and retaining block 57 along the opposite edge thereof from that edge against Which the closure rail K 'abuts, is provided with'coni vergent edges and 61 against which the.

base of therail B or C of the main track A: is adapted'to abut, a swivelled clip 63vv f cooperatingtherewith to'maintain the relation in which. the tie 55 is assembled upon thewmain. track rails. The special tie 55 at. its opposite end is provided with a riser block 65 secured asv at. 66 thereto,':a'nd upon.

which the base flange of the rail. section G of the turn-out isadapted to rest, to-bring the ball. of the latter to an elevation which with convergent straight edges 71 and72 against which thebase flanges of one of the main rails. B or C of the main track is adapted to abut, dependent upon the position which the turn-out assumes with respect to the main track. A swivelled clamp- Figure 2.

The switch points or rail sections L and l\[ are somewhat novel. They are loosely connected at the tie 55, to the adjacent ends of the closure railK and rail D respectively,.by

T means of loose fish plates 75. They swivel at these ends and at the opposite ends are con nected to the switch throw P. The switch points Land M have head flanges 8.5 and 86 respectively, at one side of the web portions thereof, which overlie the heads ofthe rails of the main track, as. shown in Figure .1, the opposite head flanges at the opposite side of the planes of the webs of the respective switch points being cut away at the approach ends of the switch points, to facilitate the throw of the truck wheels onto the turn-out. The switch points L and M incline gradually from the rather chisel shaped ends thereof, which overlap the heads of the rails of-the 7 main track, and'slope upwardly to the level of the top surfaces of the heads of the rails K and D of the turn-out structure. v

The switch throw structure P is of the right angled type, including a tie 90 secured: by suitable clips 91 to the main track rails B and C, and supporting the operating means '92. thereon, which operating means are connected by the usual rod 93 with the head rod 9.4, and are connected by links 95 to' the moving ends .of the switch points L. and M. The switch point L preferably has its movable end closer to the approachof the 'wheels'of a car traveling on the main track than the ap-" proach end of the switch point M, so thatthe switchpoint L will take the initialturn-out throw-force.v 1 1 H i The guard railstructure F includes :a base plate.10.0 adapted. to be disposedbeneath the turn-out rail G, or beneath wany rail with which it may beiassociated. It. has .a guard rail .proper101 secured fixedly on the base plate along one edge thereof, the; end 102 of: said wing being in a divergent relation with respect to the rail'section C received thereon, as ,is usual. At thejuncture of the base of the rail proper 10.1 with the basepl'ate 100, there is. provided an overhang flange 103, adapted'to overlap the base flange at them side of theturn-out rail G, as. .shown in Fig-1 ure 10.-of the drawings. Suitable swivelled clampingclips 107. are provided in spaced relation'along'the base plate 100 and are adapted to clamp and overlap with the outer flanges and web. portion of the rail section, as shown'in Figure 10 of the drawings.

It will be readily apparent fromthe fore going that the improved ump-over turn-out may be. secured with facility to the rails of a. main track. It provides a means, of easily advancing a sectio-nof doublc'track close to the working face of av coal wall, without breaking the main line, and eliminates the laying of double tracks from an entry." It is. used to permit the switching of the loaded mine cars laterally from the main track, at. a locationclose to the workingface of the coal wall. Traffic isin'ot interfered-with upon the main line,.and the entire device. may be applied at one side'or the. other to serve as av turn-out upon the main track, by means of unskilledlabor. It is of course contemplated that the guard railmay be used in other. environments than in connection with a turnout of the character described. The parallel-' ing of the approach ends of the switch points Land M with thetracks of the-main line, permits the car to bezraised to a new elevation prior to, the angular change of route onto the turn-out. V y

The switch rail M preferably has a triangular shaped wheel flange engaging block) attached therewith at its inner side to cooperate in the, acute angled "space-between the switch rail M and the main track rail (3,;

.to prevent wear on the parts adj acentthereto,

ordinarily caused by deepv wheel flanges. 1

The riser block 65 preferably has rail engaging clips 98 and 99 thereon. 1

Variouschanges in the shape, size, and arrangement of parts maybe made to'the form of invention herein shown and-described,.without departing fromthe spirit of the invention or the scope of'the claims. I

I. claim: r

In a jump-over frogthecombination of. a supporting base having'an inner. ele vated structure with symmetrically arranged inn-er elevated side wings, and symmetrically arranged outer side wings :withan upstand-,-

ing retaining flange between said outer side wings of lower elevation than said outer side wing, the outer and inner side wings having substantially the same rail wheel receiving surface elevation, thesupporting base having a channel between the inner elevated structure and the said upstanding retaining flange for receiving a main track rail, and means movably positioned in said channel for clamping the frog to a main rail.

2. In a reversible universal jump-over frog the combination of a supporting base having elevated inner and outer side wing structures, each having symmetrically arranged acute angled wings at the ends thereof, the wing structures defining a channel therebetween, and means in said channel for clamping a main rail therein in an operative relation at 4. In a jump-over frog the combination of a supporting base having inner and outer side wing structures with a channel therebetween for receiving a rail of the main track, releasable wedging means for clamping the rail of a main track in an operative relation to the wings, and, means other than friction for positively releasably holding the wedging means in a driven wedging relation with the frog against a rail structure.

5. In a railway frog the combination of a base having elevated substantially parallel flanges definin a channel therebetween for receiving a rail of a main track, means to clamp the rail of the main track in an operative relation in the channel between said flanges, and relatively divergent points at similar ends of the flanges having wheel receiving surfaces at elevations above the elevation of the head of the main track rail when the frog is received thereon. V

6. In a frog the combination of a supporting structure having a main track rail receiving channel therein, overhanging flange means at one side of the channel adapted to receive one of the base flanges of the main track rail thereunder, a wedge slidably mounted in the channel for clamping therein against the opposite side of the rail of the main track for forcing the latter into clamping relation with said flange means, and interengaging corrugations on the frog and wedge member for automatically holding the .wedge member in a dr1ven clamping relation respect to the main track in against the opposite side of the .rail of the main track for forcing the latter into clamping relation with said flange means, interengagin corrugations on the frog and wedge member for automatically holding the wedge member in a driven clamping relation on the frog with respect to the main track rail thereon, said wedging member having a longitudinally extending reduced portion interlitting against the web between the rail base flange and head of the rail of the main track when in operative position.

8. As an article of manufacture a frog comprising a base having upstanding retaining flanges defining a channel therebetween, turn-out points associated therewith, a rail base flange extending into the channel in spaced relation over the base at one side of the channel, and a wedge member slidably mounted in the channel along the opposite side of the channel against the adjacent retaining flange, said wedge member having a longitudinally extending rib adapted to interlit against the web between the head and base flanges of a main track received in the channel.

9. As an article of manufacture a frog comprising a base having upstanding retaining flanges defining a channel therebetween, turn-out points associated therewith, a rail base flange extending into the channel in spaced relation over the base, at one side of the channel, a wedge member slidably mounted in the channel along the opposite side of the channel against the adjacent retaining flange, said wedge member having a longitudinally extending rib adapted to interfit against the web between the head and base flanges of the main track received in the channel, said wedge member having corrugations on the lower surface thereof, and the face in the channel having corrugations facing upwardly-adapted to automatically interengage with the corrugations of the wedge member upon driving of the wedge member in a wedging relation with its retaining flange and a track for holding the same in place.

10. In a guard rail structure the combination of a main guard rail having laterally turned ends, a base plate rigid with the main guard rail extending laterally therefrom and.

of a natureto receive thereon a section, of the track to which the guard rail is to be applied so that a portion of the base plate will extend to the opposite side of the section of the rail to which the guard rail is to be applied with respect to the guard rail proper, and base flange retaining means for the guard rail mounted in overhanging relation with the base plate thereof for releasable clamping upon the opposite base flanges of the rail to which the guard rail is to be applied.

11. In a guard rail structurethe combination of a guard rail body having laterally turned ends, a wide laterally extending base plate rigidly connected therewith of a nature to receive a rail thereon parallelling the guard rail body and having an overhead rail base engaging flange rigid therewith extending from adjacent the juncture of the guard rail body with the base plate in overhanging relation with the latter, and rail base flange engaging means on' the base flange of the guard rail in spaced relation with the flange first mentioned. 7 V

12. In a guard rail structure the combination of a guard rail body having laterally turned ends, a wide laterally extending base plate rigidly connected therewith of a nature to receive a rail thereon paralleling the guard rail body and having an overhead retaining flange rigid therewith extending from adjacent the juncture of the guard rail body with the base plate in overhanging relation with the latter to engage over the base flange of a rail resting on said plate, rail base flange engaging means on the base flange of the guard rail in spaced relation with the flange first mentioned to engage over the other base flange of the rail resting on said plate, said last mentioned flange means comprising a pair of pivoted clips mounted on the base flange of the guard rail.

13. In a switch structure the combination with a main track including parallel rails, and a turn-out structure including movable switch rails, said movable switch rails having means to operatively or inoperatively place them with respect to the main track rails, and a substantially triangularly shaped wheel engaging member rigid with the inner side of the outer movable switch rail in position to occupy the point of the acute angle between the said outer switch rail and the outer side of a main track rail.

14. In a reversible turn-out switch tie the combination of a tie bodyhavingj a sepa-- rating clip at one end thereof one side of which faces the adjacent end of the tie and is provided with afpair of sloping straight edge faces relatively convergent from the opposite sides of the tie in the direction of the adjacent. end of the tie to a point about the center line of the tie, and main track and switch track base flange engaging clips at opposite sides of said separating member.

15. In a reversible turn-out switch tie the combination of a tie body having a separating clip at one end thereof, one side of which faces the adjacent end of the tie and ment of a turn-out rail thereon, the riser block at the end thereof facing away from the adjacent end of the tie on which placed, having relatively convergent straight edge portions, and a main track rail base flange.

engaging clip on the tie in facing relation with said divergent edges last mentioned. ARMISTEAD R. LONG. 

